Procedure for the Analysis of Speed/Power Trial Data

1. Purpose This procedure concerns the method of analysing the results obtained from the speed trials. This method follows a methodology similar to the one recommended by ISO 15016) The primary purpose of speed trials is to determine ship performance in terms of speed power and propeller re!olutions under prescribed ship conditions and thereby !erify the satisfactory attainment of the contractually stipulated ship speed. The purpose of this procedure is to define procedures for the e!aluation and correction of speed trials co!ering all influences which may be rele!ant for the indi!idual trial runs. The applicability of this procedure is limited to commercial ships of the displacement type.

2. Terms and Definitions "or the purposes of this procedure the following terms and definitions apply#

Ship Speed is that reali$ed under the contractually stipulated conditions. Ideal conditions to which the speed would be corrected would be no wind %or ma&imum wind speed according to 'eaufort () no wa!es %or wa!es with ma&imum wa!e heights and wa!e periods according to 'eaufort 1) no current deep water smooth hull and propeller surfaces Docking Report# )eport that documents the condition of the ship hull and propulsors %a!ailable from the most recent drydoc*ing). Trial Agenda# +ocument outlining the scope of a particular Speed,-ower trial. This document contains the procedures on how to conduct the trial and table%s) portraying the runs to be conducted. Trial og# "or each run the log contains the run number type of maneu!er approach speed by log approach shaft speed times when the maneu!ers start and stop and any comments about the run. Propeller Pitch# This would be the design pitch for controllable pitch propellers. Running Pitch! the operating pitch of a "PP #rake Power# -ower deli!ered by the output coupling of the propulsion machinery before passing through any speed reducing and transmission de!ices and with all continuously operating engine au&iliaries in use. Shaft Power# .et power supplied by the propulsion machinery to the propulsion shafting after passing through all speed/reducing and other transmission de!ices and after power for all attached au&iliaries has been ta*en off. This is the power usually measured during trials. Deli$ered Power# -ower deli!ered to the propeller. %. Responsi&ilities

The trial team is responsible for carrying out the trials and for correcting the data recei!ed. -referably before the sea trials start but at the latest when the trial area is reached and the en!ironmental conditions can be studied agreement between trial team shipyard and shipowner should be found concerning the limits of wind forces wa!e heights and water depths up to which the trials should be performed. 0greement should be found concerning the methods used to correct the trial data.

'. Analysis Procedure 1.1. 2easured and obser!ed data prior to the trials -rior to the trial the data specified below shall be recorded based on measurements where rele!ant# +ate Trial area 3eather conditions 2ean water depth in the trial area

3ater temperature and density +raughts 4orresponding displacements -ropeller pitch in the case of a 4--

It is recommended to retain a record of the following factors which should pro!e useful for !erifying the condition of the ship at the time of the speed trial# Time elapsed since last hull and propeller cleaning Surface condition of hull and propeller. 1.(. +ata on each run

The following data should be monitored and recorded on each run# 4loc* time at commencement Time elapsed o!er the measured distance Ship heading Ship5s speed o!er ground -ropeller rate of re!olutions -ropeller shaft tor6ue and,or bra*e power )elati!e wind !elocity and direction Obser!ed wa!e height %or# wa!e height corresponding to obser!ed and,or agreed wind conditions) )udder angle +rift angle Ship position and trac*

+ata such as ship5s speed fre6uency of re!olutions of the propeller tor6ue rudder angle and drift angle to be used for the analyses shall be the a!erage !alues deri!ed on the measured distance. The conditions such as wind speed and direction wa!e height and direction water depth and rudder angle should not change considerably during a single run and a!erage !alue should be utilised in the corrections. 1.7. 0nalysis procedure

1.7.1.8eneral )emar*s The recommended procedure for the analysis of speed trials %see flow chart in the anne& "ig.() is based on thrust identity and re6uires thrust deduction factors the wa*e fractions and the relati!e rotati!e efficiencies as input !alues. "urther reliable propeller open water characteristics of the full scale propeller in use should be a!ailable. Such propeller open water characteristics may be deri!ed either from model tests or from calculations recei!ed from the propeller manufacturer 9) 1.7.(. +escription of the 0nalysis -rocedure

The analysis of speed/power/trials should follow the flow chart gi!en in the anne& %"ig () and should consist of the e!aluation of the ac6uired data the correction of the resistance data deri!ed from the ac6uired data the correction of the speeds at each run for the effect of shallow water the calculation of the bra*e power re6uired for each run corrected for en!ironmental influences the preparation of the trial results

1.7.(.1. :!aluation of the ac6uired data The e!aluation of the ac6uired data consists of the calculation of the resistance !alues associated with the measured power !alues separately for each run of the speed/power/trials. The reasons the associated resistance should be calculated is that a careful e!aluation should consider the effects of !arying hydrodynamic coefficients with !arying propeller loads. The recommended correction methods e&cept for the one used for shallow water effects are applicable to resistance !alues only. The method proposed by ;ac*enby to correct for shallow water effects is applicable to the ship5s speed measured during each run. <<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<< 9) In case no propeller open water characteristics are a!ailable the influence of !arying propeller loads on the propulsi!e coefficients cannot be considered= howe!er the proposed correction methods may be applied on the resistance !alues which ha!e to be calculated assuming statistical !alues for the 6uasi/propulsi!e efficiency of the ship under in!estigation. >- ? >),@+ %1) 0s the propeller thrust normally is not measured during speed/power/trials the thrust !alue associated with the measured tor6ue should be determined by use of the propeller open water characteristics of the actual full scale propeller. To estimate A T related to the AB C !alue deri!ed from the trial measurements either the *nowledge of @ ) is necessary which can be obtained either from model tests or from statistics or tor6ue identity %@) ? 1) has to be assumed to calculate AB5 according to %7). 3ith AB5 as an input to the propeller open water characteristics AT can be determined and the respecti!e thrust !alue can be calculated= the re6uired resistance !alue follows from the calculated thrust by use of the thrust deduction factor which can be deri!ed either from model tests or from statistics. The formulae to be used are as follows# AB ? B,%DnE+5) with B n D + # # # # %()

measured tor6ue at each run measured rate of re!olution at each run density of the sea water diameter of the actual full scale propeller AB5 ? AB,@) %7)

with

@)

relati!e rotati!e efficiency by use of the thrust identity deri!ed either from model tests or from statistics at set 1 by use of tor6ue identity. AT ? T,%DnE+1) T ? AT%DnE+1) %1) %1a)

with

T n D +

= # # #

thrust deri!ed from the propeller open water characteristics by use of thrust/ or tor6ue identity measured rate of re!olution at each run density of the sea water diameter of the actual full scale propeller ) ? T%1/t) %5)

with

) t

# #

resistance thrust deduction fraction deri!ed either from model tests or from statistics= the thrust deduction factor may !ary as a function of different propeller loads.

1.7.(.(. 4orrection of the resistance data deri!ed from the ac6uired data The resistance !alues of each run should be corrected for en!ironmental influences and effects such as wind wa!es water temperature and water density steering %)F) drift %)G) displacement and trim 1.7.(.7. 4orrection of the measured ship5s speed of each run for possible shallow water effects In case corrections for shallow water effects ha!e to be applied they should be done according to the method proposed by ;ac*enby %see item 1.7.7.H) for each run to use corrected ship5s speeds for the calculation of the propeller load factor. 1.7.(.1. 4alculation of the corrected bra*e power 'ased on the resistance !alue corrected for en!ironmental effects the associated thrust !ale has to be calculated accrding to %1a). 3ith A T,IE as an input !alue to the propeller open water characteristics the associated !alues of AB5 and I should be determined= by use of @) the rele!ant AB can be obtained acc. %7). "rom I the corrected !alue for the propeller re!olution can be calculated assuming the *nowledge of the effecti!e wa*e fraction w= w can be deri!ed either from model tests or from statistics.

The bra*e power -' can be calculated from the shaft power - S considering the mechanical losses in the gear bo&%es) which might be obtained from manufacturers data. The deli!ered power -+can be obtained from the shaft power by considering mechanical losses in the intermediate bearings. These losses are normally at least 0 5J per bearing. The formulae to be used are as follows# Tcorr ? )Tcorr ,%1/t) with Tcorr )Tcorr t # # # %6)

corrected thrust !alue for each run corrected resistance !alue for each run thrust deduction factor either deri!ed from model tests or statistics= %AT,IE)corr ? T%D!eE+E) %H)

with

Tcorr D !e

# # #

corrected thrust mass density of the sea water speed of ad!ance# !e ? !s%1/w) with # !s # speed of the ship measured at each run w # effecti!e wa*e fraction to be deri!ed either from model tests or from statistics= Icorr ? !e,%ncorr+) ncorr ? !e,%Icorr+) %K) %Ka)

with

!e I +

# # #

speed of ad!ance ad!ance coefficient propeller diameter

-+ ? (LD.nMcorr+5ABcorr %N) with -+ D ncorr + ABcorr # # # # # shaft power mass density of the sea water corrected propeller re!olution O1,sP propeller diameter OmP corrected AB5 O/P -' ? -+,@m with -' @m # # %10)

bra*e power mechanical efficiency= considers mechanical losses in the shafting%s) and gear bo&%es)

1.7.(.5. -reparation of the trial results

The already corrected shaft power !alues together with the associated corrected speed !alues of runs at almost identical power le!el but in opposite directions should be combined and the means of speed power and rates of re!olutions should be used to fair the final results. 1.7.7. 4orrection 2ethods 1.7.7.1 4orrection of the ship5s performance due to the effects of wind The resistance increase due to wind is calculated by )00 ? D0,( !3)E c00%Q3)) 0RS using c00%Q3)) ? c000 A%Q3)) where 0RS c00%Q3)) c000 A%Q3)) !3) D0 # # # # # # area of ma&imum trans!erse section e&posed to the wind wind resistance coefficient wind resistance coefficient in head wind directional coefficient of the wind resistance relati!e wind !elocity mass density of air

The wind resistance coefficient in head wind and the directional coefficient of wind resistance shall be based on data deri!ed from model tests in a wind tunnel. In cases where data are a!ailable co!ering ships of similar type such data may be used instead of carrying out model tests. 0 wide range of statistical data concerning wind resistance coefficients of !arious ships are gi!en by 'lendermann %((). 0 good initial estimate for such a coefficient for head/ and following wind is 0 N. 1.7.7.(. 4orrection of the ship5s performance due to the effects of wa!es The most reliable way to determine the loss of speed of a ship in wa!es is to carry out sea *eeping tests in regular head seas of constant wa!e height and different wa!e lengths at !arious speeds. O!erlapping the response function of the resistance increase %or thrust increase) in wa!es and the energy spectrum of the sea state during sea trials leads to the resistance %or thrust/) increase due to the effect of wa!es. 0n analysis method calculating the resistance increase based on these measurements is gi!en in the ISO 15016. 0 !ery simple but ne!ertheless !ery useful formula to estimate the resistance increase in wa!es from the bow only is gi!en by Areitner#

>)T ? 0 61 T3E 'E c' D 1,; with T3 D ; # # # wa!e height OmP specific weight of the water O.,mMP ;ength of the ship OmP

1.7.7.7. 4orrection of the ship5s performance due to the effects of current. The effects of current on the ship5s performance should be minimised by performing respecti!e runs in opposite directions close together in time. If differences in speed between runs in opposite directions are large a current correction is recommended following the method outlined in ISO 15016. 1.7.7.1. 3ater temperature and salt content 'oth water temperature and salt content effect the density of the sea water and so the ship5s resistance= usually trial prediction calculations are based on a temperature of the sea water of 15U4 and a density of 1 0(5t,mM. 0 method to correct for the effects of water temperature and salt content is gi!en in the ISO 15016 anne& +. 1.7.7.5. :ffects of steering and drifting 0lthough methods are proposed to correct steering/and drifting effects during speed trials such corrections may not be accepted by the ship5s owner and also are not really appropriate as they may indicate a lac* of course stability of the !essel. The methods howe!er are not scientific and the resulting performance should not be utili$ed for any purpose beyond general guidance. 0 method to correct for the effects of steering and drifting is gi!en in the ISO 15016 anne& 4. 1.7.7.6. :ffects of hull and propeller surface roughness If the trial is performed within a reasonable period of time after final hull painting and propeller polishing changes in the surface roughness should be minimal and their effect on ship performance negligible. "or particular cases where the trial ta*es place after a lapse of a considerable period following final doc*ing and the effect of surface roughness can no longer be neglected it may be necessary to correct for such effects using the best a!ailable techni6ues. Such methods howe!er should only be used with caution.

1.7.7.H. 4orrection of the ship5s performance due to the effects of shallow water. It is recommended to use the method gi!en by ;ac*enby %"ig. 1). Vsing ;ac*enby for the correction of shallow water effects results in a correction to the ships speed. >!S,!S ? 0 1(1(%0m,hE / 0 05) W 1 C %tanh%gh,!SE)1,( with 02 g h !S >!S is the midship section area under water in OmEP is the acceleration due to gra!ity in Om,sEP is the water depth OmP is the ship5s speed Om,sP is the loss of speed due to shallow water Om,sP

1.7.7.K. 4orrection of the ship5s performance due to the effects of displacement and trim +isplacement and trim are in general factors that can be adXusted to stipulated !alues at the time of the trial but there may be substantial reasons for discrepancies. Ideally the difference of the actual displacement during the indi!idual trial from the specified !alue should not e&ceed (J and trim shall be maintained within !ery narrow limits i.e. the de!iation from the specified trim shall be less than 1J of the midship draught. Often this is not possible. 3here the impact of displacement !ariations is larger it is recommended to use the method gi!en in the ISO 15016 0nne& :. 0 !ery simple formula which can be applied either to resistance/ or power figures is the 0dmiral/formula the use of which is recommended in case the displacement changes within narrow limits. -1 , %!1M +1(,7) ? -( , %!(M +((,7) with -1 -( S1 S( is the power corresponding to displacement +1 is the power corresponding to displacement +( is the speed corresponding to displacement +1 is the speed corresponding to displacement +(

(. References and #i&liography %1) ISO 15016 Ships and marine technology C 8uidelines for the assessment of speed and power performance by analysis of speed trial data %() ITT4 Y0 proposal for a standard method of speed trial analysisY 'ull. S.0I .o.(6( 1N11. %7) Y8uaranteed speed specifications and the analysis procedureY .otification .o. 1H1 of the 2inistry of Transport Iapan 1N55. %1) 2aruo Z. YOn the increase of the resistance of a ship in rough seas %(nd report)Y I. S.0I Sol. 10K 1N60. %5) Taniguchi A. [ Tamura A. YOn a new method of correction for wind resistance relating to the analysis of speed trial resultsY 11th ITT4 1N66. %6) ITT4 Y0 tentati!e guide for the operation of speed trials with large !esselsY 'ull. S.0I .o. 11( 1N66.

%H) ITT4 -erformance 4ommittee YITT4 guide for measured/mile trialsY )eport of the ITT4 -erformance 4ommittee 0ppendi& I 1(th ITT4 1N6N. %K) YStandardi$ation code for trials and testing of new shipsY The Ship Testing and Trial Trip 4ommittee of the 0ssociation of Ship Technical Societies in .orway (nd :dition 1NH1. %N) Y0 Study of ship speed trialsY .o. ( Standardi$ation -anel S)0I )es. )ep. .o. 1() 1NH(. %10) Y4ode for Sea TrialsY S.02: 1NKN. %11) "uXii Z. [ Ta*ahashi T. Y:&perimental study on the resistance increase of a large full ship in regular obli6ue wa!esY I. S.0I Sol. 17H 1NH5. %1() Y'S)0 standard method of Speed Trial 0nalysisY 'S)0 )eport .S 166 1NHK. %17) "altinsen O. 2. 2insaas A. I. ;iapis .. [ S*Xordal S. O. Y-rediction of resistance and propulsion of a ship in a seawayY -roc. 17th Symposium on .a!al hydrodynamics To*yo 1NK0. %11) Iinna*a T. YOn a method of analysis of ship speed trial results of shipsY T. 3S.0I .o. 61 1NK(. %15) Awon \. I. YThe :ffect of 3eather -articularly Short Sea 3a!es on Ship Speed -erformanceY -h+ Thesis Vni!ersity of .ewcastle upon Tyne 1NK(. %16) Townsin ). ;. Awon \. I. 'aree 2. S. and Aim +. \. Y:stimating the influence of weather on ship performanceY Tran )I.0 Sol. 175 1NN7. %1H) ;ac*enby Z. YThe :ffect of Shallow 3ater on Ship SpeedY Shipbuilder H0 .o. 6H( 1N67. %1K) ITT4 -erformance 4ommittee YZull )oughnessY )eport of the ITT4 -erformance 4ommittee 1Nth ITT4 1NN0. %1N) Sossers 8. Swaan 3. 0. [ )iX*en Z. Y:&periments with series 60 2odels in 3a!esY Tran. S.02: Sol. 6K 1N60. %(0) ITT4 -owering -erformance 4ommittee Y0n Vpdated 8uide "or Speed,-owering TrialsY )eport of the ITT4 -owering -erformance 4ommittee 0ppendi& I (1st ITT4 1NN6. %(1) Iapan Ship )esearch 0ssociation YS)(0K# .ew Speed Trial 0nalysis 2ethodY )eport of the S)(0K 4ommittee 1NN7. %(() 'lendermann 3# The 3ind "orces on Ships= )eport .o. 16H Institute of .a!al 0rchitecture Vni!ersity of Zamburg

). Attachments

-ercentage loss in speed "igure ".1 / Speed loss due to shaliow water effect

"igure (